Overdrive transmission



Oct. 17, 1939. CARNAGUA I 2,176,202

OVERDRIVE TRANSMISSION Filed Oct. '7, 1956 3 Sheets-Sheet 1 Oct. 17, 1939. H. E. CARNAGUA OVERDRIVE TRANSMISSION 3 Sheets-Sheet 2 //z 00/24 07 I Z czzrvicgyua.

Filed Oct. 7, 1956 "Oct. 17, 193 H. E. CARNAGUA OVERDRIVE TRANSMISSION Filed Oct. 7, 1956 3 Sheets-Sheet 3 15 provision of an overdrive controlwhich does not the casing i r pe v of the presence or ab- 15 .30 '0 member form g anelement of the overdrive be varied as desired, three spaced apart 120 so 5 section, showing details of the shifting mechareduced height affording ashoulder 2| and pro- 55 Patented on. 11, 1939 2,176,202

UNITED STATES PATENT OFFICE OVERDRJVE TRANSMISSION ns rola a. mm Muncie, ma, asslgnor to Borg-Warner Corporation, Chicago, 11]., a corporation of Illinois Application October 1, 1936, Serial No. 104,360 8 Claims. (Cl. 74-460) This invention relates to an improved overnism. empl y n the Structure Of F 1 and drive mechanism by which a drive m mber is taken substantially as indicated by the line 3-4 enabled to drive a driven member at a greater in F18. 1-

-speed than the drive member, and'to means for. P18- 4 a V w Similar to P 8- 3 ut of a controlling the overdrive connection between said od fi d Construc on. 5 members. Fig. 5 is taken substantially as indicated by the It is an object of the invention to provide shiftl ne H in Fig able overdrive control means independent of the Referring now par y to the r w drive shaft for locking out the overdrive conthereisillustrated generally a l eeesing adapted w nection. I v to be boltedvor otherwise secured to the rear end 10 It is another object of the invention to provide 1 8 co e o 0 other Sp e an overdrive control which does not require shift n sm su h as finds us on motor v hi les, alof the drive shaft. though it is to be appreciated that the invention Another object of the invention resides in the y be embodied in a unit complete in itself in require shift of either the drive shaft or the sence of other transmission mechanism. The casdriv'en shaft. mg I may conveniently comprise sections suitably A further object of the invention is to provide bolted or otherwise connected to e her as at 2- an overdrive contrl member automatically shift- J oumaled in the casing at l is a shaft 5 someable independently of the drive shaft into overtimes hereinafter referred to as the drive shaft 20 drive lockup position upon shift of an associated of the unit illustrated in Fig. 1 and sometimes change speed transmission into reverse gear. referred to as the transmission main shaft form- It is also an object of the invention to provide ing a salient part of a conventional or other an overdrive construction including a'free wheel speed-change transmission. The shaft 5 preferclutch with shiftable means mounted independably extends a substantial distance into the cas- 25 ently of the driving member of the free wheel mg i and, splined thereto, is a planetary gearing cam for controllingthe overdrive connection. pinion cage 6 having spaced flanges l which are Another object of the invention is to provide suitably united by means not shown. The numan overdrive transmission with a shiftable conber of pinion gears carried by the cage 6 may clutch. having been found suitable. Each pinion s haft It is a further object of the invention to provide 8 is fixed by a key 9 in bores in the flanges 1 as in an overdrive transmission a manually and aushown in Fig. l and carries therebetween bearing tomatically' operative lockup clutch forming a rollers ll rotatably supporting the planet gear salient part of an overdrive clutch. or pinion ll. Thrust washers II for the ends of A further object of the invention is to provide the pinion are provided. a structure having the above and other features, Each pinion II has its teeth I: arranged to which will minimize cost of construction and mesh with the peripheral teeth ll of a relatively assembly and will provide a compact structure stationary sun gear I disposed in substantially 40 which will operate with a minimum of noise and coaxial relation to the shaft 5. The gear I5 is 40 vibration preferably free of the shaft 5 and has its teeth Other objects and advantages of the invention at the forward portion thereof reduced, provid will appear as the description proceeds. ing a shoulder l6 engaging a part of the casing The invention, in preferred forms, is illustrated I to which the same is splined at H. The ear in the accompanying drawings, in which: II carries a snap ring II or the like forming with 45 Fig. :1 is a longitudinal fragmentary view, the shoulder I. substantially a groove receiving partlyin section and partly in elevation, of a the splined portion of the casing I so as to prepower transmitting mechanism embodying one vent relative'longitudlnal and rotary movement form of the invention, and is taken substantially of the sun gear IS. The sun gear 85, however, is

as in c t y the line l-i in Fig.2. preferably floatlngly splined to the casing I. so 50 Fig. 2 is a transverse view, partly in section as to be capable of a slight relative rotary moveand partly in elevation, taken substantially as ment, permitting the sun gear to adjust itself.

indicated by the line 2-! in Fig. 1. The pinions II also mesh with the teeth is of Pig. 3 is a fragmentary plan view, partly in a ring gear. 10- having at its r l p ee h of vided in spaced relation to the shoulder with a snap ring or the like 22 which, with said shoulder,

forms a circumferential groove. In this groove the toothed periphery 23 of an overdrive centrifugal clutch core 24 is fixedly splined, so that 4 providing a bearing for the inner periphery of the core and a clutch core hub bushing 26 positioned between a rearwardly extended sleeve 27 on the cage 5 and the hub 25. The core 24 provides outwardly of its inner periphery a shoulder against which the enlarged portion 28 of the hub 25 abuts. This hub at its rear part is flanged outwardly as shown at 29, where it engages a thrust washer 39', the core 24 being held in spaced relation to a forward part of the cage 6 by another thrust washer 3!.

The centrifugal clutch of which the core 24 forms a part may be of any suitable construction, and it is to be understood that the details of the centrifugal clutch construction herein disclosed are presented for illustrative purposes only. The core 24 is accordingly provided with a rearwardprovided with a tail portion 36 engageable in the slot or notch 33 opposite that receiving the head 34 of the pawl, and with the head of the other pawl, substantially fills the opening 33. Each pawl has an inner curved portion. which is adapted to bear on an enlarged portion 28 of the clutch core hub 25, as will be seen in Figs. 1 and 2, said hub serving as a means limiting the inward movement of the pawl heads.

The pawls are urged inward by springs 31, each bearing on a lug 38 extending outwardly from each pawl, and at the other end against an adjusting washer engaging the. head of an adjusting bolt 39 extending loosely through the lug 38 and threaded at 40 into the clutch core 24. The spring 31 and head of the bolt 39 together with the intervening adjusting washer 39a. are tele-.

scopically received in the bore 40a of the clutch core and accidental maladjustment is obviated by providing a keyway 4| in which the washer projection or key 42 is longitudinally slidable but not rotatable. The heads 34 and tails 36 of the pawls are so dimensioned as to slidingly engage each other and the walls of the slots 33.

The springs 31 are so adjusted as to equalize reportion 44 surrounds the clutch core 24, and may be so formed as to have bearing engagement with the core 24 at all times, although if desired 'the parts could be made with radial clearance therebetween. By providing the bearing engagement, however, the shell 43 is both supported and guided by the core.

The shell 43 at a rear part 46 thereof is slidably splined at 41 to a free wheel clutch shell 48 secured to or integrally united with the overdrive main shaft 49. The shaft 49 is preferably axially aligned with the shaft 5 and journaled thereon at 59. The shaft 49 is also journaled in the rear part of the casing l as shown at 5B, and terminates outside of the casing in a coupling flange 52 for universal or other connection to the propeller shaft (not shown).

.A speedometer operating mechanism actuated by the overdrive main shaft 49 is shown at 53.

The free wheel clutch structure associated with the shell 48 may be of any suitable con:- struction and, in the illustrated embodiment found in Fig. 1, comprises a free wheel cam 54 having cam surfaces formed on its outer 'periphery to cooperate with the cam rollers 55 engageable with the inner periphery of the shell 46, all operating in a manner well known in the art. The cam 54 is splined at 56 to the drive shaft 5.

A jaw clutch hub 51 is splined at 58 to the drive shaft 5 and is provided with clutch teeth 59 adapted, when free, to be disposed in the inner peripheral space 60 formed in the clutch sleeve 43 between the rear spline teeth 4'5 thereof and the forward clutch teeth 5'! complemental to the teeth 59.

When the parts are arranged as shown in Fig. l, and the shaft 5 is rotated in the forward direction as indicated by the reference character 5a at low speed the centrifugal force is insufficient to throw the centrifugal Weights 34. The sleeve 43 is then not connected with the drive shaft 5, the overdrive main shaft 49 being driven from the drive shaft 5 solely through the oneway overrunning clutch rollers 55, in a one-toone speed ratio.

It will be observed that when the drive shaft is rotated, the ring gear 29 and associated centrifugal clutch core 24 are rotated in the same direction and at an increased speed, in accordance with the well-known principle of planetary gearing embodying a stationary sun gear and in which the planet carrier or cage 6 is the driving instrumentality. Accordingly when the shaft 5 is rotated at low speed, even though the ring gear 20 is rotated faster than the shaft 5, the pawls bearing the weights 34 and the springs 31 are so designed as to successfully resistthe centrifugal force, preventing throwing out the weights 34.

When the speed of the shaft 5 is such as to cause the increased speed of the clutch core 24 to induce suflicient centrifugal force acting upon the weights 34 to force them into engagement with the forepart 44 of the clutch sleeve 43, and the sleeve 43 is arranged as shown in Fig. 1, the initial step is taken in establishment of an overdrive between the shaft 5 and the shaft 49. At this point, let us assume that the overdrive main shaft 49 is being driven directly from the drive shaft 5 through the overrunning clutch rollers 55. Consequently the sleeve 43 is rotating at the speed of the shaft 5 while the core 24 is rotating in the same direction but. at an increased speed due to the planetary action as explained.

Each pawl 34 is chamfered or relieved at the leading portion 34a of its outer terminal, providing a cam surface whichenables the pawl to accelerator pedal on a motor vehicle equipped with this construction, for example, the speed of mentarily releasing the core 24 will drop very appreciablyin a short.

time as the engine slows down, and as aflconsequence the sleeve 43 will free wheel by virtue of the automatic release of the rollers 55, so that in this short time a point is reached at which the clutch core 24 is substantially synchronized with or its speed is below thev speed of the sleeve 43.

Should synchronism naturallypccur when the pawl heads are positioned to enter the slots 45, the heads will enter the slots under centrifugal force which, even at this reduced core, is sufiicient to throw out the heads. Should synchronism occur when the. heads are in engagement with the inner surfaceof the forepart 44 of the sleeve 43, the trailing edges 34b will ride thereon as the engine continues to slow down, until said edges abut the trailing walls 45b of the slots 45, allowing the pawl heads to be thrown into the slots 45 to positively clutch the core 24 to the clutch sleeve 43..

From this point it will be clear that when the accelerator pedal is again depressed, the drive will be from the drive shaft Fthrough the planetary cage 6, the panet gears H rotating about the stationary sun gear l5. and thereby overdriving the ring gear 23, core 24, sleeve 43. and shaft 49, the last four parts being locked together by the centrifugal clutch to rotate as a unit. Moreover, inasmuch as the maximum movementof the sleeve 43 in advance of vthe core 24'is'the angle between successive slots 45, the difference in speed at the end of such relative mdvement will not be so great as to cause any appreciable or perceptible jar of the trailing. portions 34b 'of the heads 34 upon engagement with the walls 451 of the slots 45. In practice, when the speed of the drive shaft 5 has reached such a point as to cause centrifugal force to hold the ,pawls outwardly against the inner periphery of the sleeve 43, the establishment of the centrifugally clutched condition may be effected in a very short time by mothe accelerator pedal. C This is true because of the fact thatthe engine speed drops very precipitously when the, source of power is, removed.

While the mechanism is in the overdrive condi-'- tion, the shaft 49 is overrunning the shaft 5, by virtue of the one-way clutch roliers 55.

After the overdrive connection has been established, should the speed, of the shaft 49 fall to such an extent that the: centrifugal force and friction acting on the pawl heads 34 will no longer overcome the retractive force of the springs 31, the pawls will be the shaft 5 is not driving, the shaft "will free wheel as before, and when the drive shaft 5 again drives, the direct drive of the shaft 43. through the clutch rollers is established preparatory to re-engagement of the centrifugal clutch.

When the overdrive connection'is established andthe accelerator pedal is released, the engine serves as a brake as it is driven by the momentum from the driven shaft 49', until the low speed at -.which the centrifugal clutch becomes disconthe clutch hub 51, ing the rollers 55 is short-circuited, and the nected is reached.

-As has been pointed .out, the clutch sleeve 43 is shiftable axially by virtue of the fact that it is slidably splined as at 41 tothe overdrive main shaft 49. Accordingly when the sleeve--43 is shifted to the right as seen in Fig. 1 at 43a, interlocking the teeth 61 thereof with the teeth 55 of the free wheel clutch includshafts5 and 49, are locked in .8,tWO-.W&Y direct drive connection. It is to be noted from Fig. 1,

andGI.

speed of the casing I.

, change to reverse engagement.

retracted. Thereafter, when The sleeve that the forward wall 63 of each opening 45 in the sleeve 43 is positioned in advance of the front wall 94 of the pawl head 34 less than the corre sponding clearance between the clutch teeth 59 It is also to be noted that when the sleeve 43 is shifted to the right as seen in Fig. 1 until the wall 63 is slightly to the right of the wall 64, so as to prevent the heads 34 from flying out into. the slots 45, the teeth 6| and 59 are not yet engaged. It follows from this that with the illustrated construction it is impossible for the centrifugal clutchand the jaw clutch teeth SI and 59 to be engaged at the same time. If such plural engagement were permitted, breakage would occur because the sun gear i5 is held stationary by the That is, under such circumstances, the rear gear 29 would be locked with the cage 6 to the" drive shaft 5, so that the planetary gears would be locked and since the sun gear i5 is stationary with the casing I, it would follow that breakage would occurk Thus it will be seen that when the sleeve 43 is arranged in a position where it can receive the weights 34, the lockout clutch teeth BI and 59 cannot be engaged, and when the lockout clutch is engaged, the centrifugal clutch cannot be engaged.

- It is to be noted that the sleeve 43 is moved to the right, viewing Fig. 1, in order to clutch it to the clutch hub 51, thereby locking the mechanism in a two-way direct drive. Then when the mechanism is driven by the momentum of the vehicle drive main shaft 49, the engine associated with the shaft 5 will act as a brake.

*It is to be-observed also that when the above described overdrive construction is applied to the rear of a change speed transmission in which movement of a shift rail to the rear establishes a shift rail may be transmitted directly to the clutch sleeve 43, moving the same also to the rear and bringing the teeth 59 and 61 into inter- It will be understood that such clutching action is necessary in order to circumvent the free wheel clutch so that when the shaft 5 is rotated in the reverse direction, that is, in the direction opposite to that shown at 5a in Fig. 1,

the shaft '49 will also rotate reversely and turn the driving wheels accordingly. It is desirable that the. lockout be effected automatically upon shift of the main transmission to reverse, and that the lockout clutch be capable of operation independently of the shiftof'the main transmission to reverse, i. e., so that the two-way coupling between the shafts 5 and 49" may be employed in any forward'speed. In the case of the automatic clutching consequent upon the shift to reverse, it is desirable that a minimum of parts be employed, and forthis reason it will be noted, as pointed out above, that the sleeve 43 is moved in the same direction as the shift to efiect reverse speed.

u 43 is accordingly provided with a shift fork groove 65 receiving the fork 56 which, as will be seen more clearly in Fig. 3, telescopically receives the stem 5'! of a reverse lockup plunger 68. The" plunger 88 has a shoulder 69 abutting the fork 65, and slides longitudinally in the casingwall and Ia bearing 10 suitably supported from the casing; The rod extends in general parallelism to thea is of the shaft 5, and its forward end" is eng geable-with the rear end 12 of the shift raili-l3 employed for shifting the low and'reyerse gear, 14 by means of the gear, the movement of such shift 1;

will be rocked in the direction indicated by the arrow llll, thereby swinging the crank pin 9| in also be shifted to the rear,

fork F5. The shift rail 13 is shown in its neutral position in Fig. 3, and it will be observed that when the same is shifted to mesh the gear 14 with the reverse idler it so as to be rotated by the reverse gear H, which may be mounted on the countershaft of a main transmission, to the position shown in dotted lines at it, the rod 68 will so as to move the fork 6t and thereby shift the clutch sleeve d3 reversely to bring about a clutching of the'teeth 59 and ti. Inasmuch as the shift to reverse occurs when the car is substantially at a standstill, the movement of the sleeve 413 to its reverse position will not be interfered with by the clutch pawls 95 since they will be held inwardly by the springs 37.

In order to automatically return the sleeve 63 to its forward, unlocked position, the fork 66 comprises a stem and a U extension it, the arms 79 am: 80 thereof telescopically receiving the reduced stud portion iii carrying the thrust collar 82. Between the arm 79 and the collar 82 is located a retracter spring 83. During reverse movement of the reverse lockup plunger 68, the overdrive shift rail 8 5 carrying the stem 88 is held stationary by the spring pressed poppet 85 engaging in a rear recess or cavity 861: in the rail 8%. It will be appreciated that in the interest of ease of manufacture, such recess may be milled circumferentially, but for the purpose of the invention it could be a spherical or like cavity as shown. Now it will be observed that when the plunger 68 is shifted to its reverse position, the overdrive shift rail ti l is held stationary and accordingly the fork 6t compresses the retractor spring. 83 between the arm 79 and the collar 82. When the reverse shift rail '53 of the main transmission is returned to the full line position shown in Fig, 3, it will be appreciated that the retractor spring 83 will cause the fork 66 to follow, moving the lockup plunger 68 with it to its full line position.

It is desirable that the overdrive be out out at will, and accordingly an overdrive control rock shaft 81 is rotatably supported by the casing and is longitudinally fixed by the pin 88 projecting into a circumferential groove 89 to the shaft. The shaft 81 has a crank 90 carrying a pin 9| slidably received in a transverse slot 92 in the rail 84. The shaft 81 projects outwardly of the casing at 93 and is flattened at one or more places 94 to fit in a correspondingly shaped hole in the actuating arm 96, and to provide one or more shoulders against which the arm abuts. The shaft 81 is reduced and threaded at 91 and receives a washer and nut assembly which securely hold the arm 96 on the shaft. By virtue of the flattened portion 94, the shaft and arm are caused to rotate together. The arm 96 extends substantially beyond the shaft 81 and is connected preferably pivotally at 99 toa Bowden wire I00 or the like preferably extending to the dash board or other suitable place where it is readily accessible to the operator who may then operate it at will when the main transmission is not in reverse gear. Thus, viewing Fig. 3, when the wire I00 is shifted. to the left, the shaft 81 the direction sh'own by-the arrow I02 (inasmuch as the arm 90extends upwardly and the arm 96 extends downwardly), thereby shifting the rail 84 .to the right, overcoming the pressure. on the poppet 85. until the iatter-is'receivedlin the sec-' bud-recess lib. when the is thus shifted, 1

' that the sleeve 43a is it moves the fork Stand consequently the clutch sleeve 43, preventing action of the centrifugal clutch and clutching together the teeth 59 and ti, so that a two-way one-to-one drive between the shafts 5 and 49 is established. By thereafter moving the Bowden wire mt to the right viewing Fig. 3, obviously a retraction of the rail 84% to the position shown in Fig. 3, and a consequent re lease of the clutch 6t, 59, will be effected so that, thereafter, in forward speed the vehicle may be driven in the overdrive condition when the speed of the engine warrants it.

It will be observed that the Bowden wire and associated structure affords assistance to the pres sure on the poppet 85, tending to hold the shift rail 86 stationary when the transmission reverse clutch hub 57a, splined at 58a to the shaft 5a, is

arranged in advance of the free Wheel shell 68a,

and also with its clutch teeth 59a in advance of the clutch teeth 6d a of the clutch sleeve 8 when the clutch sleeve 63a is in the overdrive position.

The sleeve 53a at such time is in its rearmost position and is adapted to be shifted forwardly to engage the teeth 59a and 55a to establish a twoway one-to-one drive between the shafts 5a and 49a, at the same time shifting the centrifugal clutch pawl receiving slots 550 to positions where they cannot receive the centrifugal clutch pawls 35a. With this construction, there is no need to provide an extra set of teeth for clutching purposes on the sleeve. However, due to the fact moved forwardly to engage the teeth 59a, Ma, and this clutching action is necessary when shifting the main transmission into reverse gear, and since the latter shift is effected by a rearward movement, provision is made for automatically shifting the sleeve 43a forward when the main transmission reverse shift rail is moved rearwardly.

Accordingly there is mounted in the casing la a shift fork I03 engageable in a suitable groove I04 in the sleeve 43a and carrying a pin I05 receivable in a slot I06 in one end of a lever I01, pivoted to the casing at I08 and having its other end I09 engageable with the rear end H0 of a reverse lockup plunger Ill suitably supported in the casing. The forward end H2 of the plunger III is engageable by the rear end of a reverse shift rail 13a. The parts just referred to are shown in full lines in the arrangement when the main transmission is in neutral or in any forward speed, and the dotted lines show the arrangement when the clutch'hub 57a is clutched to the clutch sleeve 43a, a condition which obtains whenever the main transmission is in reverse gear and which may occur at the will of the operator in any other setting of the main transmission.

The fork I03 has a sleeve H3 slidably received on a second sleeve H4 and on the reduced portion N5 of an overdrive shift rail I IS. The rail H6 is longitudinally slidably supported at its enlarged portion H1 directly by the casing and at its reduced portion 5 by the sleeve Ill. The sleeve 1 i4 is held in fixed relation to the casing by a set 5/;

pin H0. A spring H9 is compressed between the sleeve II4 andun inwardlyprojecting flange I on the fork I03, said flange being held by the spring against the shoulder I2I at the juncture of the reduced and enlarged portions H5 and I II, respectively, of the rail II6. Movement of the rail II 6 and accordingly the fork I03 in one direction, i. e., to the right as seen in Figs. 4 and 5, beyond the positions there shown, is prevented by the collar I22 carried by the reduced portion I I5 of the shift rail and engaging a shoulder I23 of the sleeve II4. It will be observed, accordingly, that the spring 9 constantly urges the, parts to the full line positions, so that when the main transmission shift rail 13a is moved forward to change the gear setting from reverse to neutral, said spring returns the parts from the dotted line positions to the full line positions.

It will be seen from the above that movement of the shift rail 13a to establish reverse gear in the main transmission will result in a corresponding forward movement of the clutch sleeve 43a, moving said sleeve forward (to the left in Fi 5) so as to block outward movement of the pawls 35a and at the same time bringing the teeth 6Ia of the sleeve into a positive two-way clutching engagement with the teeth 59a of the clutch hub 510.. When the shift is made back to neutral, the sleeve 43a is shifted rearwardlyas ex- .plained above, separating the teeth 5% and Bla and bringing the slots are in positions to receive the pawls 35:1 for the overdrive.

It will be observed that the proximity of the rear wall I23 of each slot 450 to the radial path .of the pawls 35a is suchthat said pawls will be blocked before the teeth 59a and 6 la. are allowed to come into interc-ngagement, and likewise. said teeth will be separated before the pawls are able to move into the slots 450.

The free wheel clutch including the rollers 55m and the remainder of the structure including the planetary system operate in substantially the same way as the structure previously described.

For manual shift of the lockout clutch sleeve 43a, there is provided a rock shaft I25 journaled in the casing Ia and held against substantial longitudinal movement by a set pin I20. The shaft I25 has an upwardly extending arm provided with a crank pin I21 in the transverse slot I28 in the shift rail IIB. Preferably outside of the casing there is attached to the shaft I25 an actuating arm I29 which may be operated by the driver of the car by means ofa Bowden wire I30 suitably connected to the dash board or other readily available place.

The operation of this structure will be clear uponreference to the previous" explanation in connection with the form of theinvention shown in Figs. 1, 2 and 3. When the sleeve 43a is shifted in response to the establishment of reverse gear in the main transmission, the spring H9 is compressed between the flange I20 and the sleeve 'I I4, without affecting the shift rail H6. The spring II9'automatically returns the sleeve 43a to its full line position. When the manual shift of the rail] I6 is effected, the fork' I03 is moved by the shoulder I2 I likewise compressing the spring I I9.

. engageable in the rail recesses I3I, as in the Said spring, while sufficiently strong to automaticallyv return the sleeve 03a to the full line position, is not capable of shifting the rail H6,

which is maintained, against accidental movepreviously described form of the invention.

In view of the clearance at 60 in Fig. 1 and a like clearance in Fig. 5, it will be apparent that the shiftable sleeve member is capable of occupying a position where it prevents the throwing out of the speed-responsive elements and 35a and yet is not in free wheel lockout clutching engagement with the hub 51 or 51a. It is thus apparent that the mechanism may drive selectively in the overdrive speed ratio, in the free wheel one-to-one speed ratio and in the positive two-way one-to-one drive.

I am aware that many changes may be made and numerous details of construction may be varied through a wide range without departing from the principles of this invention, and I therefore do not purpose limiting the patent granted hereon otherwise than necessitated by .the prior art.

- I claim as my invention:

1. In combination with driving and driven members, an overrunning clutch adapted to transmit direct drive from-said driving to said driven member, an intermediate member overdriven by the driving member, a speed-responsive coupling element rotatable with said intermediate member, a clutch element on the driving member, a member mounted on the driven element of said overrunning clutch for axial shifting movement from a position in which it is adapted to be engaged by said speed-responsive element for transmitting overdrive to said driven element around said overrunning clutch, to a position wherein it is adapted to engage said clutch element so as to establish a positive direct drive between the said driving and driven members.

2. The combination with driving and driven members, of speed-responsive means driven at 'an overspeed by said driving member, a free wheel clutch connecting said driving and driven members independently of said speed-responsive means, and a coupling member splined to said free wheel clutch and shiftable into and out of a position to drivably receive said speed-responsive means.

3. In combination with driving and driven members, an overrunning clutch adapted to transmit direct drive from said driving to said driven member, an intermediate member overdriven by the driving member, a speed-responsive coupling element carried by said intermediate member, a clutch element on the driving member, a member mounted on the driven element of said overrunning .clutch for axial shifting movement from a position in which it is adapted to be engaged by said speed-responsive element for transmitting overdrive to said driven element around said overrunning clutch, to a position ment so as to establish a'positive direct drive between said driving and driven members.

4. The combination with driving and driven.

members rotatable at a predetermined speed ratio, of means including a speed-responsive element driven at a different speed ratio by said driving member, a free wheel clutch connecting said driving-and driven members independently of said element, and a coupling member drivably ehgageable with said element and splined to a driven part of said clutch andin bearing relation to said means.

5. In combination with driving and driven members, an overrunning "clutch adapted to transmit direct drive from said driving to said driven member, an intermediate member, planewherein it is adapted to engage said clutch e1etary gearing for overdriving said intermediate member from said driving member, a speedresponsive coupling element carried by said interelement for transmitting overdrive to said driven element around said overrunning clutch, to a position wherein it is adapted to engage said clutch element so as to establish a positive direct drive between said driving and driven members.

6. In combination with driving and driven members, an overrunning clutch adapted to transmit direct drive from said driving to said driven member, an intermediate member overdriven by the driving member, a speed-responsive coupling element rotatable with said intermediate member, a clutch element on the driving member, a member mounted on the driven element of said overrunning clutch for axiai shifting movement from a position in which it is adapted to be engaged by said speed-responsive element for transmitting overdrive to said driven element around said overrunning clutch, to a position wherein it is adapted to engage said clutch element so as to establish apositive direct drive between the said driving and driven members and to restrain said speed-responsive coupling element from assuming coupling position.

7. The combination with driving and driven members and-an intermediate-member, driven by one of the aforesaid members at a different speed than said one of the members, of torque-transmitting means rotatable with said intermediate member, a free wheel clutch having driving and driven parts between said driving and driven members and independent of said means, the driven part of said clutch being connected to said driven member, a coupling member slidably spllned on said part and movable into and out of cooperative relation to said means, and cooperative clutch means on said driving and driven member for providing a two-way one-to-one drive between said driving and driven members, said clutch means being engageable when said couplingmember is moved out of said relation.

8. The combination with driving and driven members and an intermediate member, driven by one or the aforesaid members at a difierent speed than said one of the members, of torque-transmitting means rotatable with said intermediate member, a free wheel clutch having driving and driven parts between said driving and driven members and independent of said means, the

driven part of said free wheel clutch being connected to said driven member, a coupling member slidably splined on said part and movable into and out of cooperative relation to said means, cooperative clutch means on said driving and driven members for providing a two-way one-t0- one drive between said driving and driven members, said clutch means being engageable when said coupling member is moved in a direction out of said relation, means shiftable in said direction to establish a reverse drive for said driving member, and means actuated by said shiftable means to move said coupling member in said direction.

: r: E. CARNAGUA. 

